Locomotive-brake.



W. V TURNER.

LOVCOMOTIVE BRAKE.

APPLICATION men ocr.1s,19n.

Patented Mar. 18, 1919.

INVENTOR WQHZPV "lbmer warms v. TURNER, or

noose AIR BRAKE COMPANY, or PENNSYLVANIA.

nocomo'rrvn-nnaxn.

Speclficatlon of Letters Patent.

Patented Mar. 18, 1919..

Application filed October 16, 1917. Serial No. 198,930.

To all whom z'tmay concern:

Be it known that I, WALTER V. Tmmnn, a citizen of the United States,residmg at Wilkinsburg, in the county of Allegheny and State ofPennsylvania, have invented ne v and useful Improvements inLocomofive-Brakes, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularlyto a locomotive brake equipment.

Where a locomotive is run as a dead engine in a train, it is customaryto operate the brakes on the dead engine with the brakes onthe train, sothat the brakes on this engine are applied and released according tovariations in brake pipe pressure.

his is accomplished by cutting ofi the brake valve on the dead enginefrom the brake pipe and by charging the main reservoir from the brakepipe, so that the main reservoir on the dead engine canbe employed as asource of supply for applying the brakes.

The main reservoir is charged through a restricted passage, so as toprevent an abnormal drop in brake pipe pressure when the main reservoiris being charged and a check valve is interposed in the charging passagein order to prevent back flow from the main reservoir to the brake pipewhere the locomotive is operated as a live engine.

By reason of the restricted charging passage, the main reservoirpressure Wlll be lower than the brake pipe ressure while the mainreservoir is being c arged and since main reservoir pressure acts on thetop of the rotary valve of the brake valve and brake pipe pressure actsbeneath under the above conditions, the rotary valve is liable to bekicked ofi its seat by the higher brake pipe pressure.

With a single brake pipe connectionto the brake valve, the lifting ofthe rotary valve from its seat can be prevented by simply closing thebrake pipe cut out cock under the brake valve where the locomotive isrun as a. dead engine,,but it has also been proposed to provide anadditional brake pipe connection to the brake valve which is alwaysopen, so that the brake pipe pressure can be reduced in the emergencyposition of the brake valve even if the brake pipe cut out cock beclosed.

It will, therefore, be evident that Where the. rotary valve,

this additional brake pipe connection is employed, there is no means forpreventing the possible liftin of the rotary valve from its seat whenthe rake pipe pressure is higher than main reservoir pressure on a, deadengme.

The principal object of my invention is to provide means for overcomingthe above difliculty.

In the accompanying drawing, Figurel is a sectional view of a portion ofa locomotive brake equipment, showing my invention applied, withconnections made for operating the locomotive as a live engine, and Fig.2 a view of a portion of the construction shown in Fig. 1, withconnections made for operating the locomotive as a dead engine.

As shown in the drawing, there is provided a. brake valve devicecomprising a casing 1 having a valve chamber 2 connected by passage 3and pipe 1 to main reservoir 5 and containing a rotary slide valve 6adapted to be operated by handle 7.

The casing 1 ma also contain an equalizing discharge V vs mechanismcomprising a piston 8 having chamber 9 at one side connected to theusual equalizing reservoir 10 and chamber 11 at the opposite sideconnected to brake pipe 12 the piston 8 controlling a discharge va ve 13for venting flu-id from the brake pipe to effect an application of thebrakes.

The usual brake pipe connection to the brake valve is provided with acut out cock 14.- and an additional brake pipe connection 15 leads fromthe brake pipe 12 at a point below the cut out cook 14 to a passage 16which leads to the seat of the rotary valve 6.

In the main reservoir pipe 4 is provided a three way cook 17 connectedto the brake pipe 12 and a icy-pass connection 18 is provided around thethree way cock and in this connection is interposed a casing 19 havingarestricted port 20 through which fluid is supplied from the mainreservoir 5 to the brake valve and a check valve 21 for preventing backflow from the main reservoir to the brake pipe.

In operation, when the locomotive is to be operated as a live engine,the cut out cook 14 isturned to open communication through the brakepipe 12 to the bra-kc valve, as shown in Fig. 1 of the drawing, andthree way cock 17 is turned so that communication is opened through themain reservoir pipe 4 with the brake pipe 12 cut ofi. With the aboveconnections, it will be seen that main reservoir pressure is supplied tothe rotary valve chamber 2 in the usual manner and that the brakes maybe controlled in the customary way by manipulating the brake valve;

If it is desired to operate the locomotive as a dead engine, the out outcock: 14 is turned to the position shown in Fig. 2 of the drawing, so asto cut ofi the usual communication through the brake pipe forcontrolling the brakes, but by reason of the additional brake pipeconnection 15, the brakes on the engine may be applied, in case thebrake valve is turned to emergency positionl The three way cock isturned so that communication is opened from the brake pipe 12 to themain reservoir pipe 4 and when the brake pipe is charged with fluidunder pressure, air flows from the brake pipe 12 through the cook 17 tothe main reservoir pipe 4 and thence through the by-pass connection 18,the restricted port 20, and past check valve 21, to the main reservoir5.

It will now be seen that while the main reservoir may be charged to apressure less than the brake pipe pressure by reason of the restrictedport 20, the rotary valve chamber being charged through the three waycock 1*? directly from the brake pipe will be' subject substantially tobrake pipe pressure at all times so that the brake pipe pressure actinbelow the rotary valve will not have a ten ency to lift the valve fromits seat.

Having now described my invention, what I claim as new and desire toSecure by Letters Patent, is

1. In a fluid pressure brake, the combination with a brake pipe andabrake valve havingla valve chamber containing a rotary contro ing valveand a handle for operating said valve, of means for supplying 'fluidfrom the brake pipe to said chamber.

2. In a fluid pressure brake', the combination with abrake pipe, a mainreservoir, and a. brake valve having a valve chamber containin'iacon-trollin valve and adapted to be norm y charged rom the mainreservoir, of means for supplying fluid from the brake pipe directly tosaid chamber.

3. In a fluid pressure brake, the combina-- tion with a, brake pipe, amain reservoir, and a brake valve having a valve chamber containing acontrolling valve, of means for connecting the brake. pipe to said mainreservoir through a restrlcted portand to said valve chamber through a.large port.

4. In a fluid pressure brake, the combination with a brake pipe, a mainreservoir, and a brake valve having a valve chamber containing acontrolling valve, of'a. cock having one position for connecting themain reservoir to said valve chamber and another pomy hand.

WALTER V. TURNER.

brake, the combina-

